我国半导体工业的产品代谢研究

利用产品代谢分析方法首次对我国半导体工业的整体硅元素和能源利用率进行了定量研究.根据我国半导体工业的产品代谢模型计算得出2002年我国半导体工业的硅元素利用率为2.6%,每生产1 kg硅总能耗为5 704kW·h,而1998年全球半导体工业硅元素平均利用率为9.6%,生产1kg硅总能耗为2 130 kW·h.进一步在产品链和关键环节分析基础上,确定了我国在硅元素利用率和能源利用率上与世界平均水平差距最大的环节.通过成因分析,提出了改善措施和途径.      

地铁深基坑内支撑结构优化分析

深基坑工程中不同支撑数量会影响基坑系统支护结构的刚度,将对基坑的变形产生一定的影响.武汉市某地铁车站深基坑工程在设计前期分别提出了两种基坑支护结构设计方案,一种采用五道内支撑,另一种采用六道内支撑.为验证不同内支撑数量对该深基坑支护结构的影响,采用Plaxis 3D有限元软件建立了三维有限元模型,模拟分析了不同内支撑数...     

桩体材料弹性模量对桩基负摩阻力特性的影响

分析了桩体材料弹性模量对于桩基负摩阻力特性的影响,指出不同的桩体材料弹性模量会使得桩身压缩值不同,对于复合地基中常用的低弹性模量桩应当考虑桩身压缩对于桩基性状的影响。有限元分析结果表明,影响桩基负摩阻力特性的桩体材料弹性模量存在一个临界值。当桩体材料模量大于此值时,可以忽略桩身材料模量的影响;桩体材料模量小于此值时,桩身压缩变形增大,桩顶位移和桩端位移会有很明显的差异,会造成中性点位置上移,桩身中最大附加应力降低。这对复合地基中桩体负摩阻力特性的研究是有益的。     

城市综合环境质量的物元分析评价

为了探索物元分析方法用于城市综合环境质量评价的可能性,通过城市环境对评价等级的综合关联度,进行城市综合环境质量评价。用物元分析法对四川省１６个城市的综合质量评价结果表明它用于城市综合环境质量评价是可行的。     

岩爆倾向性的改进有限云评价模型与工程应用

为解决深部开采顶板岩爆评价问题,以挑水河磷矿为例,提出由3个岩爆倾向性评价指标e0/ec、e1/ec、ec/et组成的综合性评价指标体系,采用消除云雾化的综合权重法,建立顶板多指标岩爆倾向性的改进有限云评价模型;通过FLAC3D模拟计算采场的应力值,获得e0/ec、e1/ec、ec/et的参数值;开展挑水河磷矿顶板岩爆...     

Computational modeling and analysis of thoracolumbar spine fractures in frontal crash reconstruction

Abstract

Objective: This study aimed to reconstruct 11 motor vehicle crashes (6 with thoracolumbar fractures and 5 without thoracolumbar fractures) and analyze the fracture mechanism, fracture predictors, and associated parameters affecting thoracolumbar spine response.

Methods: Eleven frontal crashes were reconstructed with a finite element simplified vehicle model (SVM). The SVM was tuned to each case vehicle and the Total HUman Model for Safety (THUMS) Ver. 4.01 was scaled and positioned in a baseline configuration to mimic the documented precrash driver posture. The event data recorder crash pulse was applied as a boundary condition. For the 6 thoracolumbar fracture cases, 120 simulations to quantify uncertainty and response variation were performed using a Latin hypercube design of experiments (DOE) to vary seat track position, seatback angle, steering column angle, steering column position, and D-ring height. Vertebral loads and bending moments were analyzed, and lumbar spine indices (unadjusted and age-adjusted) were developed to quantify the combined loading effect. Maximum principal strain and stress data were collected in the vertebral cortical and trabecular bone. DOE data were fit to regression models to examine occupant positioning and thoracolumbar response correlations.

Results: Of the 11 cases, both the vertebral compression force and bending moment progressively increased from superior to inferior vertebrae. Two thoracic spine fracture cases had higher average compression force and bending moment across all thoracic vertebral levels, compared to 9 cases without thoracic spine fractures (force: 1,200.6 vs. 640.8 N; moment: 13.7 vs. 9.2?Nm). Though there was no apparent difference in bending moment at the L1–L2 vertebrae, lumbar fracture cases exhibited higher vertebral bending moments in L3–L4 (fracture/nonfracture: 45.7 vs. 33.8?Nm). The unadjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 9 of the 11 cases (sensitivity?=?1.0; specificity?=?0.6). The age-adjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 10 of the 11 cases (sensitivity?=?1.0; specificity?=?0.8). The age-adjusted principal stress in the trabecular bone was an excellent indicator of fracture occurrence (sensitivity?=?1.0; specificity?=?1.0). A rearward seat track position and reclined seatback increased the thoracic spine bending moment by 111–329%. A more reclined seatback increased the lumbar force and bending moment by 16–165% and 67–172%, respectively.

Conclusions: This study provided a computational framework for assessing thoracolumbar fractures and also quantified the effect of precrash driver posture on thoracolumbar response. Results aid in the evaluation of motor vehicle crash–induced vertebral fractures and the understanding of factors contributing to fracture risk.     

Analysis of the influence of passenger vehicles front-end design on pedestrian lower extremity injuries by means of the LLMS model

Objective: This work aims at investigating the influence of some front-end design parameters of a passenger vehicle on the behavior and damage occurring in the human lower limbs when impacted in an accident.

Methods: The analysis is carried out by means of finite element analysis using a generic car model for the vehicle and the lower limbs model for safety (LLMS) for the purpose of pedestrian safety. Considering the pedestrian standardized impact procedure (as in the 2003/12/EC Directive), a parametric analysis, through a design of experiments plan, was performed. Various material properties, bumper thickness, position of the higher and lower bumper beams, and position of pedestrian, were made variable in order to identify how they influence the injury occurrence. The injury prediction was evaluated from the knee lateral flexion, ligament elongation, and state of stress in the bone structure.

Results: The results highlighted that the offset between the higher and lower bumper beams is the most influential parameter affecting the knee ligament response. The influence is smaller or absent considering the other responses and the other considered parameters. The stiffness characteristics of the bumper are, instead, more notable on the tibia. Even if an optimal value of the variables could not be identified trends were detected, with the potential of indicating strategies for improvement.

Conclusions: The behavior of a vehicle front end in the impact against a pedestrian can be improved optimizing its design. The work indicates potential strategies for improvement. In this work, each parameter was changed independently one at a time; in future works, the interaction between the design parameters could be also investigated. Moreover, a similar parametric analysis can be carried out using a standard mechanical legform model in order to understand potential diversities or correlations between standard tools and human models.     

西宁市非采暖季和采暖季PM2.5中14种金属元素特征

于2012年11月采暖季和2013年9月非采暖季,在青藏高原典型城市西宁市4个采样点采集细颗粒物(PM_(2.5))样品,共获得40个有效样品。用微波消解-ICP-MS法、原子荧光法分析了样品中14种重点防控金属。结果表明:14种重点防控金属中Ag、Tl平均质量浓度为0.10~0.50 ng/m~3,Co、Sb、Hg平均质量浓度为0.50~4.00 ng/m~3,V、Cd、Cr、Ni、Cu、As平均质量浓度为4.00~50.0 ng/m~3,Mn、Pb、Zn平均质量浓度为50.0~2 000 ng/m~3。采样期间,采暖季相比非采暖季,PM_(2.5)质量浓度有下降趋势,不同采样区金属元素浓度有增有减。富集因子分析结果表明,重点防控金属元素在非采暖季主要来源于土壤风沙扬尘、机动车尾气和工业排放,采暖季主要来源于土壤风沙扬尘、燃煤、燃油、机动车尾气和工业排放。非采暖季Zn、Ag、Cd、Hg、Tl和Pb富集因子较高,采暖季Zn、As、Ag、Cd、Sb、Hg、Tl、Pb富集因子较高,更容易受到人为源的影响。     

Spatial and seasonal variations of elemental and ion components in air particulate matters in three mega-cities in China

Beijing–Tianjin–Hebei region is one of the most important political, economic and cultural centers of China. The rapid development of economy in last decades has caused severe air pollution problems, which has resulted in considerable harm to local ecological environment and human health. In this study, total 671 air samples were collected from Beijing, Tianjin and Shijiazhuang (the capital city in Hebei province), one reference site and four background sites in four seasons. Particulate matters (PMs) with different sizes, elements and dissolvable ions in PMs were analyzed. Pollutant concentrations, characteristics and seasonal variations were discussed in order to describe the pollution status and the possible sources in this region. Enriched factors of K, Ca, Cr, Fe, Cu, Zn, As, Cd and Pb were all higher than 10. Concentrations of dissolvable ions were in the order of NO₃^–, SO₄^2–>NH₄⁺>Cl^–>Ca²⁺, K⁺, Na⁺>Mg²⁺, F^–. NO₃^–, SO₄^2–, NH₄⁺, Cl^– were the most important ion pollutants in the three cities which accounted for 90.3–92.3% of total 9 ion concentrations. Ion concentrations in the PMs were in the order of PM₁>PM_1–2.5>PM_2.5–10>PM₁₀>TSP. More than 50% of the dissolvable ions exist in PM1 and the percentage increases to 73.9–94.8% in PM_2.5. Human activities should be the main sources of the metallic pollutants, among which coal combustion was identified as the primary one.     

基于生态元核算的长江流域横向生态补偿机制及实施方案研究

长江流域生态保护目前主要采取由中央政府主导的环境规制和专项整治模式,资金主要来源于财政转移支付。这些措施见效快、力度强,但监管成本高昂,激励机制不足,并且有可能扩大不同主体功能区之间的收入差距。现有的少数横向生态补偿协议存在适用范围有限、补偿依据单一以及微观主体难以参与等问题。本文试图构建适用于更大空间尺度且涵盖多种生态服务的综合横向生态补偿模式,以建立各地区公平分担保护成本的长效机制。首先,利用生态元的核算方法构建长江流域各类生态资源的本底数据库,测算各省（区、市）生态元总量和单位面积生态元的变化情况。其次,从概念、参与主体、补偿模式和实施效果等方面探讨了创建流域生态元缓解银行的构思及其实施机制。本文认为,流域生态无缓解银行方案有助于构建适用于长江流域的市场化生态补偿机制。